Multi-speed transmission

ABSTRACT

A multi-speed transmission with nine forward gears and one reverse gear, four planetary gear sets, seven shafts and six shifting elements. The input shaft is coupled to gear sets (P 2,  P 3 ); shaft ( 3 ) is coupled to the carrier of gear set (P 2 ) and the ring of gear set (P 1 ) and is coupleable to the housing (G); shaft ( 4 ) is coupled to the ring of gear set (P 3 ), the carrier of gear set (P 4 ) and is coupleable to the housing; shaft ( 5 ) couples with gear set (P 4 ) and the ring of gear set (P 2 ) couples the housing (G), and via clutch ( 57 ) to shaft ( 7 ), which is coupled to the carrier of gear set (P 1 ); shaft ( 6 ) is coupled to the carrier of gear set (P 3 ) and coupleable via clutch ( 26 ) to output shaft which couples the ring of gear set (P 4 ); the sun of gear set (P 1 ) couples the housing.

This application claims priority from German Patent Application SerialNo. 10 2006 006 639.1 filed Feb. 14, 2006.

FIELD OF THE INVENTION

The invention concerns a multi-speed transmission of planetaryconstruction, in particular an automatic transmission for a motorvehicle.

BACKGROUND OF THE INVENTION

According to the prior art, automatic transmissions, in particular formotor vehicles, comprise planetary gear sets, which are shifted by meansof friction elements or shifting elements, such as possibly clutches andbrakes, and are usually connected to a starting element that issubjected to a slip effect and is selectively provided with a lockupclutch, such as a hydrodynamic torque converter or a fluid clutch.

A transmission such as this is disclosed in EP 0 434 525 A1. Itcomprises essentially an input shaft and an output shaft, which arearranged parallel to each other, a double planetary gear set arrangedconcentrically with the output shaft, and five shifting elements in theform of three clutches and two brakes, whose selective engagement, inpairs, determines the various gear ratios between the input shaft andthe output shaft. The transmission comprises a front-mounted gear setand two power paths, so that six forward gears can be achieved byselectively engaging different pairs of the five shifting elements.

Two clutches are required for the transmission of torque from thefront-mounted gear set to two elements of the double planetary gear setwith the first power path. These are arranged in the direction of powerflow essentially behind the front-mounted gear set in the direction ofthe double planetary gear set. Another clutch is provided with thesecond power path, which detachably connects this to another element ofthe double planetary gear set. The clutches are arranged in such a wayherein that the inner disk carrier forms the output.

A compact multi-speed transmission of planetary construction, inparticular for a motor vehicle, which comprises two planetary gear setsand one front-mounted gear set, as well as three clutches and twobrakes, is also known from U.S. Pat. No. 6,139,463. In this knownmulti-speed transmission, two clutches C-1 and C-3 are provided in afirst power path for transmitting torque from the front-mounted gear setto the two planetary gear sets. Here, the outer disk carrier or thecylinder or piston and pressure compensating side of the clutch C-3 isconnected to a first brake B-1. In addition, the inner disk carrier ofthe third clutch C-3 is connected to the cylinder or piston and pressurecompensating side of the first clutch C-1, wherein the inner diskcarrier of the first clutch C-1 is arranged on the output side and isconnected to a sun gear of the third planetary gear set.

From DE 199 49 507 A1 of the applicant a multi-speed transmission isadditionally known, in which two non-shiftable front-mounted gear setsare provided on the input shaft, which generate two rotational speeds onthe output side, which, in addition to the rotational speed of the inputshaft, can be optionally shifted to a shiftable double planetary gearset that acts on the output shaft by selectively engaging the shiftingelements that are used in such a way that in order to shift from onegear to the next higher or lower gear, only one shifting element of thetwo just actuated shifting elements has to be activated or deactivated.

From DE 199 12 480 A1 an automatically shiftable motor vehicletransmission is known, which comprises three single carrier planetarygear sets as well as three brakes and two clutches for shifting betweensix forward gears and one reverse gear, and one input shaft and oneoutput shaft. The automatically shiftable motor vehicle transmission isconfigured in such a way that the input shaft is connected directly tothe sun gear of the second planetary gear set and the input shaft can beconnected to the sun gear of the first planetary gear set by way of thefirst clutch and/or to the carrier of the first planetary gear set byway of the second clutch. In addition or as an alternative, the sun gearof the first planetary gear set can be connected to the housing of thetransmission by way of the first brake and/or the carrier of the firstplanetary gear set can be connected to the housing by way of the secondbrake and/or the sun gear of the third planetary gear set can beconnected to the housing by way of the third brake.

From DE 102 13 820 A1 an automatic multi-speed transmission is furtherknown, which comprises a first input path T1 of a first gear ratio; aninput path T2, which has a greater gear ratio than the input path T1; aplanetary gear set with four elements, wherein the four elements arearranged in the direction of power flow in the sequential order of afirst element, a second element, a third element, and a fourth element;a clutch C-2, which transmits a rotation of the input path T2 to thefirst element S3; a clutch C-1, which transmits the rotation from theinput path T2 to the fourth element S2; a clutch C-4, which transmits arotation from the input path T1 to the first element; a clutch C-3,which transmits the rotation from the input path T1 to the secondelement C3; a brake B-1, which induces the engagement of the fourthelement; a brake B-2, which induces the engagement of the secondelement; and an output element, which is coupled to the third elementR3.

Within the scope of DE 101 15 983 A1 of the applicant a multi-speedtransmission is described, which comprises an input shaft connected to afront-mounted gear set, an output shaft connected to a rear-mounted gearset, and a maximum of seven shifting elements, whose selective shiftingallows at least seven forward gears to be shifted without a range shift.The front-mounted set is comprised of a front-mounted planetary gear setor a maximum of two non-shiftable front-mounted planetary gear sets thatare coupled to the first front-mounted planetary gear set, wherein therear-mounted set is designed as a two-carrier, four-shaft transmissionwith two shiftable, rear-mounted planetary gear sets, and has four freeshafts. The first free shaft of this two-carrier, four-shafttransmission is connected to the first shifting element; the second freeshaft is connected to the second and third shifting elements; the thirdfree shaft is connected to the fourth and fifth shifting elements; andthe fourth free shaft is connected to the output shaft. For amulti-speed transmission with a total of six shifting elements, it isproposed according to the invention to additionally connect the thirdfree shaft or the first free shaft of the rear-mounted set to a sixthshifting element. For a multi-speed transmission with a total of sevenshifting elements, it is proposed according to the invention toadditionally connect the third free shaft to a sixth shifting element D′and to additionally connect the first free shaft to a seventh shiftingelement.

A multi-speed transmission with at least seven gears is furthermoredescribed within the scope of DE 101 15 987 A1 of the applicant. Thistransmission consists, in addition to the input shaft and the outputshaft, of a non-shiftable front-mounted gear set and a shiftablerear-mounted gear set in the form of a two-carrier, four-shafttransmission. The front-mounted gear set consists of a first planetarygear set, which offers, in addition to the input rotational speed of theinput shaft, a second rotational speed, which can be optionally appliedon the rear-mounted gear set. The rear-mounted gear set consists of twoshiftable, planetary gear sets, which can shift into at least sevengears using the six shifting elements, whereupon two power paths areformed. Range shifts are advantageously always prevented during eachshifting operation. A 9-gear multi-speed transmission is furthermoreknown from DE 29 36 969 A1; it comprises eight shifting elements andfour gear sets, wherein one gear set serves as the front-mountedtransmission and the main transmission has a Simpson set and anothergear set serving as the reversing transmission.

Automatically shiftable motor vehicle transmissions of planetaryconstruction have been described multiple times in the prior art and arethe permanent subject of development and improvement. Thus thesetransmissions reportedly have a sufficient number of forward gears aswell as one reverse gear and a gear ratio spread that is well suited formotor vehicles, with a high overall transmission ratio spread as well asfavorable progressive ratios. They should further make possible a highstarting gear ratio in the forward direction and contain a direct gear,and should be suitable for use in both passenger vehicles and commercialvehicles. In addition, these transmissions should require a lowconstruction expenditure, in particular a small number of shiftingelements, and should prevent double-shifting during sequential shifting,so that only one shifting element is changed when shifting into definedgear groups.

SUMMARY OF THE INVENTION

It is the object of the invention to propose a multi-speed transmissionof the kind described above, in which the construction expenditure isoptimized and, in addition, the efficiency in the main travel gears isimproved in terms of drag and gearing losses. A low torque should act onthe shifting elements and planetary gear sets, and the rotation speedsof the shafts, shifting elements, and planetary gear sets should also bekept as low as possible with the multi-speed transmission of theinvention. The number of gears as well as the spread of transmissionratios should be increased, so that at least nine forward gears and atleast one reverse gear can be advantageously realized. The transmissionof the invention should furthermore be suited for any vehicle design,especially for a front-transverse arrangement. It is another object ofthe invention to disclose a multi-speed transmission, which has aparticularly compact design.

A multi-speed transmission of planetary construction is consequentlyproposed, which comprises an input shaft and an output shaft, which arearranged in a housing. At least four planetary gear sets, which in thefollowing will be called the first, second, third and fourth planetarygear sets, at least seven rotatable shafts, which in the following willbe called the input shaft, the output shaft, the third, fourth, fifth,sixth and seventh shafts, as well as at least six shifting elements,comprising brakes and clutches, are provided, whose selective engagementinduces different gear ratios between the input shaft and the outputshaft, so that preferably nine forward gears and one reverse gear can berealized.

According to the invention, the input shaft is permanently connected tothe sun gear of the second planetary gear set and to the sun gear of thethird planetary gear set, wherein the third shaft is permanentlyconnected to the carrier of the second planetary gear set and to thering gear of the first planetary gear set, and can be coupled to thehousing by way of a brake, while the fourth shaft is permanentlyconnected to the ring gear of the third planetary gear set and to thecarrier of the fourth planetary gear set, and can be coupled to thehousing by way of a brake.

Further, the fifth shaft is permanently connected to the sun gear of thefourth planetary gear set and to the ring gear of the second planetarygear set, can be coupled to the housing by way of a brake, and can bereleasably connected by way of a clutch to the seventh shaft, which ispermanently connected to the carrier of the first planetary gear set;wherein the sixth shaft is permanently connected to the carrier of thethird planetary gear set and can be releasably connected by way of aclutch to the output shaft, which is permanently connected to the ringgear of the fourth planetary gear set; and wherein the sun gear of thefirst planetary gear set is connected in a slip free manner to thehousing.

Either the input shaft and the fourth shaft or the input shaft and thesixth shaft or the fourth and the sixth shafts can be releasablyconnected to each other by way of a clutch according to the invention.

The configuration of the multi-speed transmission according to theinvention induces suitable gear ratios, particularly for passengervehicles, as well as a significant increase in the overall transmissionratio spread of the multi-speed transmission, whereby an improvement indriving comfort and a significant decrease in fuel consumption arebrought about.

Furthermore, the construction expenditure is considerably reduced withthe multi-speed transmission according to the invention due to the lownumber of shifting elements, preferably three brakes and three clutches.It is advantageously possible with the multi-speed transmissionaccording to the invention to carry out a startup with a hydrodynamicconverter, an external starting clutch, or with other suitable externalstarting elements. It is also conceivable to enable a starting procedurewith a starting element that is integrated into the transmission. Ashifting element, which is actuated in the first forward gear and in thereverse gear, is preferably suitable.

Beyond that, the multi-speed transmission according to the inventionachieves a good efficiency in the main travel gears in terms of drag andgearing losses.

A low torque is furthermore present in the shifting elements and in theplanetary gear sets of the multi-speed transmission, whereby the wear isadvantageously reduced in the multi-speed transmission. The low torqueenables a correspondingly small transmission size, whereby the requiredinstallation space and corresponding costs are reduced. Aside from this,low rotational speeds are also present at the shafts, the shiftingelements, and the planetary gear sets.

Moreover, the transmission according to the invention is designed insuch a way that an adaptation to different drive train configurations,both in the power flow direction and also from a spatial point of view,is made possible; consequently, it is possible, for example, to providethe input and output on the same side of the housing.

BRIEF DESCRIPTION OF THE DRAWINGS

The invention will be explained in more detail in the following based onthe examples represented in the drawings, wherein

FIG. 1 shows a schematic view of a preferred embodiment of a multi-speedtransmission according to the invention;

FIG. 2 shows an exemplary schematic diagram of a multi-speedtransmission according to FIG. 1;

FIG. 3 shows a schematic view of another preferred embodiment of amulti-speed transmission according to the invention;

FIG. 4 shows an exemplary schematic diagram of a multi-speedtransmission according to FIG. 3;

FIG. 5 shows a schematic view of a further preferred embodiment of amulti-speed transmission according to the invention;

FIG. 6 shows an exemplary schematic diagram of a multi-speedtransmission according to FIG. 5;

FIG. 7 is a diagrammatic view of an embodiment of the inventivemulti-speed transmission having a one-way clutch;

FIG. 8 is a diagrammatic view of an embodiment of the inventivemulti-speed transmission with ane electric machine;

FIG. 9 is a diagrammatic view of a preferred design of the inventivemulti-speed transmission having a wear-free brake;

FIG. 10 is a diagrammatic view of a further embodiment of the inventionwith the input and the output being provided on the same side of thehousing;

FIG. 11 is a diagrammatic view of another embodiment of the inventivemulti-speed transmission with the crankshaft of the drive motor fixed tothe input shaft of the multi-speed transmission and the driving elementlocated behind the multi-speed transmission;

FIG. 12 is a diagrammatic view of an embodiment of the inventivemulti-speed transmission having a differential;

FIG. 13 is a diagrammatic view of an embodiment of the inventivemulti-speed transmission with a coupling element and a drive motor;

FIG. 14 is a diagrammatic view of an embodiment of the inventivemulti-speed transmission with a crankshaft of the drive motor fixed toan input shaft of the multi-speed transmission;

FIG. 15 is a diagrammatic view of an embodiment of the inventivemulti-speed transmission having the drive motor communicating with adamper; and

FIG. 16 is a diagrammatic view of an embodiment of the inventivemulti-speed transmission with a power take-off for driving an additionalunit.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

In FIG. 1 a multi-speed transmission according to the invention isdepicted, comprising an input shaft 1 and an output shaft 2, which arearranged in a housing G. Four planetary gear sets P1, P2, P3 and P4 areprovided, which are configured as negative planetary gear sets and arepreferably arranged in the sequential order of P1, P2, P3, P4 one afterthe other in an axial direction or in the direction of power flow.

As is shown in FIG. 1, six shifting elements, namely three brakes 03,04, 05 and three clutches 14, 26 and 57, are provided. The clutches arepreferably configured as disk clutches.

Using these shifting elements, a selective shifting of nine forwardgears and one reverse gear can be realized. The multi-speed transmissionaccording to the invention has a total of seven rotatable shafts, namelythe shafts 1, 2, 3, 4, 5, 6 and 7.

In the multi-speed transmission of FIG. 1, it is provided according tothe invention that the input is carried out by means of the shaft 1,which is permanently connected to the sun gear of the second planetarygear set P2, and to the sun gear of the third planetary gear set P3,wherein the shaft 3 is permanently connected to the carrier of thesecond planetary gear set P2 and to the ring gear of the first planetarygear set P1 and can be coupled to the housing G by way of a brake 03;wherein the shaft 4 is permanently connected to the ring gear of thethird planetary gear set P3 and to the carrier of the fourth planetarygear set P4 and can be coupled to the housing by way of the brake 04. Inaddition, the shaft 5 is permanently connected to the sun gear of thefourth planetary gear set P4 and to the ring gear of the secondplanetary gear set P2, and can be coupled to the housing G by way of thebrake 05 and can be releasably connected to the shaft 7 by way of aclutch 57, which is permanently connected to the carrier of the firstplanetary gear set P1; wherein the shaft 6 is permanently connected tothe carrier of the third planetary gear set P3, and can be releasablyconnected to the output shaft 2 by way of a clutch 26, which ispermanently connected to the ring gear of the fourth planetary gear setP4; the sun gear of the first planetary gear set P1 is connected in aslip free manner to the housing (shaft 0). As can be seen in the figure,the shafts 1 and 4 can be mutually releasably connected by way of aclutch 14.

The spatial arrangement of the shifting elements can be freely selectedand is limited only by the dimensions and the outer shape.

In FIG. 2 an exemplary schematic diagram of a multi-speed transmissionaccording to FIG. 1 is depicted. Two shifting elements are engaged foreach gear. The schematic diagram shows as an example the respective gearratios i of the individual gear ratios and the progression ratios phi tobe determined therefrom. FIG. 2 shows that double shifting or rangeshifts are prevented in the sequential shifting operation, since twoadjoining gear steps utilize one shifting element.

The first gear is achieved by engaging the brakes 03 and 04; the secondgear is achieved by engaging the brake 04 and the clutch 26; the thirdgear is achieved by engaging the clutch 26 and the brake 03; and thefourth gear is achieved by engaging the clutch 26 and the brake 05.Moreover, the fifth gear is achieved by engaging the clutches 26 and 57;the sixth gear is achieved by engaging the clutch 14 and the clutch 26;the seventh gear is achieved by engaging the clutch 14 and the clutch57; the eighth gear is achieved by engaging the brake 05 and the clutch14; and the ninth gear is achieved by engaging the brake 03 and theclutch 14. As can be seen in the schematic diagram, the reverse gear isachieved by engaging the brake 04 and the clutch 57.

The exemplary embodiment shown in FIG. 3 differs from the multi-speedtransmission according to FIG. 1 in that the input shaft 1 and the shaft6 can be mutually releasably connected by way of a clutch 16, while thereleasable connection between the input shaft 1 and the shaft 4 isomitted. The corresponding schematic diagram is shown in FIG. 4 andcorresponds to the schematic diagram according to FIG. 2, with thedifference that the clutch 14 is replaced by the clutch 16.

The exemplary embodiment shown in FIG. 5 differs from the multi-speedtransmission according to FIG. 1 in that the shaft 4 and the shaft 6 canbe mutually releasably connected by way of a clutch 46, while thereleasable connection between the input shaft 1 and the shaft 4 isomitted. The corresponding schematic diagram is shown in FIG. 6 andcorresponds to the schematic diagram according to FIG. 2, with thedifference that the clutch 14 is replaced by the clutch 46.

A startup is possible according to the invention with an integratedshifting element (IAK). A shifting element, which is required in thefirst gear and in the reverse gear without reversal of the direction ofrotation, for example the brake 04, is particularly suitable herein.

Different gear progressions can also be achieved according to theinvention with the same transmission diagram, depending on the shiftinglogic, so that a variation that is specifically adapted to theapplication and/or vehicle is made possible.

In addition, it is possible, as shown in FIG. 7 to provide additionalone-way clutches 38 at each suitable point of the multi-speedtransmission, for example between a shaft and the housing or in order toconnect two shafts, if required.

An axle differential and/or a distributor differential 20 can bearranged at the input side or at the output side according to theinvention, as shown in FIG. 12.

Within the scope of an advantageous further development, as shown inFIG. 13, the input shaft 1 can be separated, if required, from a drivemotor 30 by means of a coupling element 24, while a hydrodynamicconverter, a hydraulic clutch, a dry starting clutch, a wet startingclutch, a magnetic powder clutch, or a centrifugal clutch can be used asthe coupling element 24. It is also feasible, as shown in FIG. 11, toarrange a driving element 25 behind the transmission in the power flowdirection, in which case, as shown in FIG. 14 the input shaft 1 ispermanently connected to the crankshaft 32 of the drive motor 30.

The multi-speed transmission according to the invention, as shown inFIG. 15 also enables the arrangement of a torsional vibration damper 34between the drive motor 30 and the transmission.

Within the scope of a further embodiment of the invention, shown in FIG.9, a wear-free brake 42, for example a hydraulic or electric retarder orthe like, can be arranged on each shaft, preferably on the input shaft 1or the output shaft 2, which is of particular importance for use incommercial vehicles. In addition, as shown in FIG. 16 an auxiliary drive44 can be provided in order to drive additional units 36 on each shaft,preferably on the input shaft 1 or the output shaft 2. Additionally, asshown in FIG. 10, the input and output shafts are provided on the sameside of the housing.

The shifting elements that are used can be configured as power shiftingclutches or brakes. Non-positive clutches or brakes, such as, forexample, disk clutches, band brakes and/or cone clutches, can especiallybe used. Moreover, positive brakes and/or clutches, such as, forexample, synchronizing mechanisms or claw clutches, can also be used asthe shifting elements.

Another advantage of the multi-speed transmission presented herein andshown in FIG. 8 is that an electric machine 40 can be mounted as agenerator and/or as an additional drive engine on each shaft.

Any embodiment configuration, in particular any spatial arrangement ofthe planetary gear sets and the shifting elements per se as well as withrespect to each other, is understood to be covered under the protectivescope of the claims, as long as it is practical from a technical pointof view and does not influence the function of the transmission asdisclosed in the claims, even if these embodiments are not explicitlydepicted in the figures or described in the disclosure.

REFERENCE SYMBOLS

-   1 shaft-   2 shaft-   3 shaft-   4 shaft-   5 shaft-   6 shaft-   7 shaft-   03 brake-   04 brake-   05 brake-   14 clutch-   16 clutch-   26 clutch-   46 clutch-   57 clutch-   P1 planetary gear set-   P2 planetary gear set-   P3 planetary gear set-   P4 planetary gear set-   i gear ratio-   phi progression ratio-   G housing

1. A multi-speed automatic transmission of a planetary design for amotor vehicle, the transmission comprising: an input shaft (1) and anoutput shaft (2) arranged in a housing (G); first, second, third, andfourth planetary gear sets (P1, P2, P3, P4), and each of the first, thesecond, the third, and the fourth planetary gear sets (P1, P2, P3, P4)comprising a sun gear, a carrier and a ring gear; at least third,fourth, fifth, sixth and seventh rotatable shafts (3, 4, 5, 6, 7) aswell as at least six shifting elements (03, 04, 05, 14, 16, 26, 46, 57),comprising first, second, and third brakes (03, 04, 05) and first,second, and third, clutches (14, 16, 26, 48, 57), whose selectiveengagement creates different gear ratios between the input shaft (1) andthe output shaft (2) so that at least nine forward gears and one reversegear can be implemented; wherein the input shaft (1) is permanentlyconnected to the sun gear of the second planetary gear set (P2) and thesun gear of the third planetary gear set (P3); the third shaft (3) ispermanently connected to the carrier of the second planetary gear set(P2) and the ring gear of the first planetary gear set (P1), and isdetachably connected, via the first brake (03), to the housing (G); thefourth shaft (4) is permanently connected to the ring gear of the thirdplanetary gear set (P3) and the carrier of the fourth planetary gear set(P4), and is detachably connected, via the second brake (04), to thehousing (G); the fifth shaft (5) is permanently connected to the sungear of the fourth planetary gear set (P4) and the ring gear of thesecond planetary gear set (P2), and is detachably connected, via thethird brake (05), to the housing (G), and, via the third clutch (57), tothe seventh shaft (7); the seventh shaft (7) is permanently connected tothe carrier of the first planetary gear set (P1); the sixth shaft (6) ispermanently connected to the carrier of the third planetary gear set(P3) and detachably connected to the output shaft (2); the output shaft(2) is permanently connected to the ring gear of the fourth planetarygear set (P4); the sun gear of the first planetary gear set (P1) isfixed to the housing (G); and one of: the input shaft (1) is detachablyconnected, via the first clutch (14), to the fourth shaft (4); the inputshaft (1) is detachably connected, via the first clutch (16), to thesixth shaft (6); and the fourth shaft (4) is detachably connected, viathe first clutch (46), to the sixth shaft (6).
 2. The multi-speedtransmission according to claim 1, wherein the first, the second, thethird, and the fourth planetary gear sets (P1, P2, P3, P4) are arrangedin an axial direction in the sequential order of: the first planetarygear set (P1), the second planetary gear set (P2), the third planetarygear set (P3) and the fourth planetary gear set (P4).
 3. The multi-speedtransmission according to claim 1, wherein the planetary first, thesecond, the third, and the fourth planetary gear sets (P1, P2, P3, P4)are negative planetary gear sets.
 4. The multi-speed transmissionaccording to claim 1, wherein the input shaft (1) is detachablyconnected, via the first clutch (14), to the fourth shaft (4), and afirst gear results from engagement of the first and the second brakes(03, 04), a second gear results from engagement of the second brake (04)and the second clutch (26), a third gear results from engagement of thesecond clutch (26) and the first brake (03), a fourth gear results fromengagement of the second clutch (26) and the third brake (05), a fifthgear results from engagement of the second and third clutches (26, 57),a sixth gear results from engagement of the first and the secondclutches (14, 26), a seventh gear results from engagement of the firstand the third clutches (14, 57), an eighth gear results from engagementof the third brake (05) and the first clutch (14), and a ninth gearresults from engagement of the first brake (03) and the first clutch(14).
 5. The multi-speed transmission according to claim 1, wherein areverse gear results from engagement of the second brake (04) and thethird clutch (57).
 6. The multi-speed transmission according to claim 1,wherein at least one one-way clutch is located within the transmission.7. The multi-speed transmission according to claim 6, wherein the atleast one one-way clutch is located between the housing (G) and one ofthe input shaft (1), the output (2), the third shaft (3), the fourthshaft (4), the fifth shaft (5), the sixth shaft (6) and the seventhshaft (7).
 8. The multi-speed transmission according to claim 1, whereinan input and an output are located on a common side of the housing (G).9. The multi-speed transmission according to claim 1, wherein at leastone of an axle differential and a distributor differential is locatedone of the input shaft (1) and the output shaft (2).
 10. The multi-speedtransmission according to claim 1, wherein a coupling elementfacilitates separation of the input shaft (1) from a drive motor. 11.The multi-speed transmission according to claim 10, wherein the couplingelement is one of a hydrodynamic converter, a hydraulic clutch, a drystarting clutch, a wet starting clutch, a magnetic powder clutch, and acentrifugal clutch.
 12. The multi-speed transmission according to claim1, wherein an external drive element is located downstream of thetransmission, in a direction of power flow, and the input shaft (1) isfirmly connected to a crankshaft of a drive motor.
 13. The multi-speedtransmission according to claim 1, wherein the vehicle is started viaone of the at least six shifting elements (04) of the transmission, andthe input shaft (1) is permanently connected to a crankshaft of thedrive motor.
 14. The multi-speed transmission according to claim 1,wherein a torsional vibration damper is located between a drive motorand the transmission.
 15. The multi-speed transmission according toclaim 1, wherein a wear-free brake is arranged on at least one of theinput shaft (1), the output (2), the third shaft (3), the fourth shaft(4), the fifth shaft (5), the sixth shaft (6) and the seventh shaft (7).16. The multi-speed transmission according to claim 1, wherein a powertake-off is arranged on at least one of the input shaft (1), the output(2), the third shaft (3), the fourth shaft (4), the fifth shaft (5), thesixth shaft (6) and the seventh shaft (7) for driving an additionalunit.
 17. The multi-speed transmission according to claim 16, whereinthe power take-off is arranged on one of the input shaft (1) and theoutput shaft (2).
 18. The multi-speed transmission according to claim 1,wherein the six shifting elements are one of power-shift clutches andpower-shift brakes.
 19. The multi-speed transmission according to claim18, wherein the six shifting elements are one of multi-disk clutches,band brakes, and cone clutches.
 20. The multi-speed transmissionaccording to claim 1, wherein the six shifting elements are one ofpositive brakes and positive clutches.
 21. The multi-speed transmissionaccording to claim 1, wherein an electric machine is arranged on atleast one of the input shaft (1), the output (2), the third shaft (3),the fourth shaft (4), the fifth shaft (5), the sixth shaft (6) and theseventh shaft (7) as one of a generator and an additional drive unit.